Chain of custody

ABSTRACT

A method of controlling a train for a crew change and includes collecting information on the train including weight and length of the train, special weight distribution, number and location of cars with cut-out or inoperative brakes, status of dynamic brakes on all locomotives, if brake test is required, and prior train brake problems. The information is stored as a report and displayed at a crew change. The train is disabled until the crew has accepted the report.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates generally to control of locomotives andtrains and more specifically to the transfer and control of trains at acrew change.

The Federal Railroad Administration of the United States Department ofTransportation has modified their regulations with respect to dynamicbrake requirements and the communication of train handling informationfor non-passenger trains. The modification of 48 CFR 232.109 entitledDynamic Brake Requirements and 232.111 entitled Train HandlingInformation having an effective date of Apr. 1, 2001.

With respect to the dynamic brake requirements of Section 232.109, allnew locomotives are to be equipped with dynamic brakes and have theability to test the electrical integrity of the dynamic brakes at rest.It should also display the availability of total dynamic brake retardingforce at various speed increments or the train deceleration rate in thecab of the controlling (lead) locomotive. It also includes a“mile-per-hour-overspeed-stop” rule. A train shall be brought to a stopif it exceeds the authorized speed by five miles per hour whendescending a grade of one percent or greater.

The train handling information that must be provided under Section232.111 to a train crew upon taking responsibility of the trainincludes:

-   -   1. A total weight and length of the train;    -   2. Any special weight distribution that would require special        train handling procedures;    -   3. The number and location of cars with cut-out or otherwise        inoperative brakes and location where they will be repaired;    -   4. If the Class I or Class IA brake test is required prior to        the next crew change point and the location at which the test        should be performed; and    -   5. Any train brake problems encountered by the previous crew of        the train.

The means or method of providing the information is not specified;however, a written or electronic record of the information shall bemaintained in the cab of the controlling locomotive.

The present invention is a method of controlling a train for a crewchange and includes collecting information on the train including weightand length of the train, special weight distribution, number andlocation of cars with cut-out or inoperative brakes, status of dynamicbrakes on all locomotives, if brake test is required, and prior trainbrake problems. The information is stored as a report and displayed at acrew change. The train is disabled until the crew has accepted thereport.

The information is collected during a previous run, and the report isprepared and stored at the conclusion of the previous run. The reportincludes one or more the conditions of dynamic brake efficiency,inoperative dynamic brake systems, train consist, air brake efficiency,number of reported inoperative air brake systems, propulsion systemefficiency, pre-departure analysis of run and results of pre-departuretest.

The method includes requesting release of the train by a previous crewand disabling the train upon crew release. The identification of theaccepting and the prior crew can be stored with the report. Theidentification may include the qualification level of the crew. Thequalification level is compared to a required level to operate thetrain, and the train is enabled if the qualification level meets therequired level. The acceptance and identification is an electronicsignature.

The method includes determining the location of the train anddetermining and displaying the location of the nearest repair facilityalong a present run. Also, the location of the next crew change alongthe present run may be determined and displayed.

The information includes time and date of an indication that a dynamicbrake had failed or that a car brake is cutout or inoperative; andincluding determining if an unacceptable amount of time has passed sincethe indication, and displaying the determination once made. Thedetermination may be displayed as part of the report. The display mayinclude a representation of the train with indicia of brake status ofthe locomotive and cars. Also, the method may include determining if anunacceptable operating condition for the train exists, as defined bypreset standards, and displaying the determination as part of thereport. The determination may be displayed once it is determined.

The method may included analyzing the collected information with atopology of a run, determining if the train is safe for operation overthe run and displaying the determination. The determination may bedisplayed as part of the report. The collecting of information,analyzing, determining and displaying is performed periodically duringthe run. The analyzing includes determining margins for operatingparameters and displaying the margins.

The method may include determining the location of the train withrespect to topology of a run, analyzing the collected information withthe topology of the run, determining if the train will exceed the presetspeed limits ahead in the run based on the present information anddisplaying the determination. The method may also include determining ifthe train will exceed the preset speed limits ahead in the run based onthe present information no matter how much braking occurs and displayingthe determination.

These and other aspects of the present invention will become apparentfrom the following detailed description of the invention, whenconsidered in conjunction with accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow chart of a method for establishing a chain of custodyat crew change according to the principles of the present invention.

FIG. 2 is a flow chart of a method of determining speed limit violationsaccording to the principles of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

A LEADER System, available from New York Air Brake of Watertown, N.Y.and as described in U.S. Pat. No. 6,144,901, incorporated herein byreference, communicates from the controlling locomotive to the trailingand remote locomotives to monitor and report the condition of alllocomotives in the train and provide appropriate commands, asillustrated in FIG. 2 thereof. The display of FIG. 5 thereof shows thelocation of the cars and locomotives throughout the train, the in-trainforces as generated by the propulsion, dynamic brake, air brake andgeography of the occupied territory, and consist length. In the driverassist mode, the LEADER System provides information such as the optimumlocomotive dynamic brake and throttle settings as well as the automaticair brake settings to meet a railroad defined criteria. See the top ofColumn 8. The LEADER System also measures propulsion and dynamic brakeefforts as well as pneumatic brake settings at each locomotive. It hasthe ability to communicate this information to and from each of thelocomotives in the train and create a display that allows the operator acomplete view to train dynamics. Locomotive propulsion and dynamic brakeforces are shown for individual locomotives in the train and ascomposite values for the entire train. The values are shown numericallyand graphically and are continually updated in real-time.

The present invention makes use of the LEADER System or equivalentsystems and its capabilities to collect information on the status of thecars and the locomotives and makes use of the LEADER System to store theinformation required by 48 CFR 232.111 or similar regulations. TheLEADER System determines the efficiency of the dynamic brake and recordsthe value as the train is moved across the territory. Thus, the LEADERSystem can provide a history of dynamic brake use as well as consistinformation including location, weight, and length of the cars, theweight and length of the train and the number and location of thecut-out or otherwise inoperative brakes, either dynamic onboard alocomotive(s) or air brake onboard a car(s).

FIG. 1 shows a flow chart of the method of the present invention toensure the cognizant passing of responsibility of one train crew to thenext including the passing of all pertinent information about the train.In this “chain of custody” method, the release and acceptance of thetrain by successive crews can be done electronically on board the LEADERDisplay. The electronic signatures of the crews will be recorded as partof the logfile set and can be transmitted off-board to a base stationnetwork and reported (as desired by the railroad) as all other LEADERevents. The individuals in the electronic exchange would require properlevels of clearance to take control of the train. By accepting thetrain, the new crew would be acknowledging the condition of the trainsummarized in a “State of the Train” with respect to:

Dynamic Brake Efficiency (Performance)

Inoperative Dynamic Brake Systems

Train Consist (Length and Weight of the Train)

Air Brake Efficiency (performance)

Number of reported inoperative Air Brake Systems in the train

Propulsion System Efficiency (Performance)

Pre-departure analysis of run (operating margins)

Results of required pre-departure tests (both past and present)

Referring to FIG. 1, as the train progresses along its previous run, theon-board system illustrated as a LEADER System performs its normaloperation at 10. This includes collecting information about the train,its status and its operation. Next, there is a determination at 12 onwhether the trip is completed. If not, the system cycles back to thenormal LEADER operation at 10. If the trip is completed, then a State ofthe Train Report is assembled at 14. Once the report has been assembledat 14, it is displayed at 18, and a request for releasing the train isperformed at 16. A determination is made at 20 on whether the train hasbeen released by the previous crew. If not, it cycles back to furtherrequest release of the train at 16. If the crew released the train, itthen progresses to lock down or disable the train at 22. Once the trainhas been locked down, there is a request for acceptance of the train at24 for the new crew. This includes displaying the State of the TrainReport at 26. A determination is made at 28 of whether the request hasbeen authorized. If not, the request at 24 and the display of the reportat 26 are repeated. If the request has been authorized, the train isunlocked at 29. The system then begins back at 10 with a normaloperation of the train and the LEADER System to collect new data.

Because the LEADER System stores the track in a database and determineslocation of the train on the track in real-time, it can be updated toinclude the information on where repair locations are along the route.Thus, the present invention would notify the engineer of the location ofthe nearest repair point, whether it is for inoperative brakes or forthe Class I or Class IA brake test. It also provides an indication ofcrew change points.

The present invention would not only display and record the informationbut would also record an acceptance by the crew that they have read andaccepted the train and the condition it is in. Also, the railroads havethe ability to set limits on what is an acceptable operating conditionfor the train at each specific crew change point and display whether theacceptable limits have been exceeded. After acceptance, the LEADERSystem is programmed to continue to display this information such thatif unacceptable conditions or changes have occurred, the operatorengineer is immediately notified. If the system determines the traindoes not meet railroad defined criteria or the new crew refuses toaccept the train as is, the LEADER System can effectively keep the trainlocked down and notify the proper personnel as to the cause of the lockdown.

The present system can also indicate when the dynamic brakes wereindicated to have failed or when the car brakes are reported to becutout or inoperative. A report can then be run to determine whether theacceptable time for having a repair completed has occurred. This couldalso be displayed upon crew changes and acknowledged.

The present system is able to retain and display a copy of the mostrecent regulations with various levels of detail to step the operatorthrough required tests. It will also record the execution of the testsand record the results in the logfiles to produce an electronic recordof the event. It will update the onboard database to reflect the mostrecent changes in regulations much like a software release as describedin U.S. patent application Ser. No. 09/404,826 filed Sep. 24, 1999.

The LEADER Screen can be used to electronically tag the locomotive todisplay malfunctioning or inoperative systems including dynamic and airbrake. The LEADER Display will flash/beep a warning to the crew that amalfunction has been detected. The malfunction will be recorded in thelogfile set and will remain enforce until a mechanic/electrician withthe proper credentials (as determined by his/her ID code) determines thesystems to be operational. All postings and clearings of warnings willbe recorded in the logfile set with a record of who was responsible forthe train at the time of the event.

The present system can, at the point of departure and with a knowledgeof the current operational state of the propulsion, dynamic brake andair brake system, perform look-ahead simulations to determine if thetrain is safe to move per railroad criteria and report on operatingmargins. The simulations take into account all LEADER dynamicconsiderations especially geography or topology of the run and determineoperational margins. Operating margins are estimates of headroom thatdescribe how well the train can be controlled throughout the plannedmovement, run or trip. These could include how well the train isexpected to behave with respect to such operating parameters as stallspeed, how close does the train comes to using full brake effort toavoid over-speed, time to destination, fuel usage, and maximum forces ascompared to defined limits. All estimates are done using the immediatehistorical performance of the train. The same report will be continuallyupdated throughout the trip based on the most recent operatingconditions, and the operator will be alerted if any problems arepredicted. A pre-departure analysis puts the starting point of thisanalysis at the crew change point and the operating conditions as themost recent historical data. A running analysis puts the starting pointat the current train location while in transit and the operatingconditions as the most recent active values.

This process is illustrated specifically in FIG. 2. The information withrespect to the consist at 30, the track database including track profileand topologies at 32 and the railroad criteria at 34 are provided to theLEADER Look-Ahead Analysis algorithm 40. Also, the current operatingconditions at 36 and the current position at 38 are provided to theLEADER Look-Ahead Analysis 40. The results of the analysis andcomparisons are determined. This includes a violation in margins. Next,at 42, it is determined whether any of the operational margins areviolated. If they are, an alert and report are generated at 44 anddisplayed. Also, the position and operational conditions are updated at46 by the Look-Ahead Analysis algorithm 40.

With respect to a “mile-per-hour-over-speed-stop” rule, the enforcementmust be done automatically when 5 mph over the posted speed limit isachieved. To do this properly, the system needs to know what the currentspeed limit is for the occupied territory and the grade. LEADER, ofcourse, has this capability by comparing set databases of speedrestrictions to current location via GPS and other positioning systems.To take this one step further, LEADER can look-ahead, via simulation,and determine that, under current operating conditions, the train iseither in no danger for a distance ahead or can begin to warn the crewof pending problems and eventually stop the train if pending danger isdetected.

Given the train characteristics including air brake efficiency, trainconsist (weight and length) and the geography or topology of the run,LEADER can determine the predicted air brake performance in controllingthe train's movement. It can also alert the operator if the currentsituation is deteriorating toward loss of control.

Although the present invention has been described and illustrated indetail, it is to be clearly understood that this is done by way ofillustration and example only and is not to be taken by way oflimitation. The scope of the present invention are to be limited only bythe terms of the appended claims.

1. A method of controlling a train for a crew change comprising:collecting information on the train including weight and length of thetrain, special weight distribution, number and location of cars withcut-out or inoperative brakes, status of dynamic brakes on alllocomotives, if brake test is required, and prior train brake problems;storing the information as a report; displaying the report at a crewchange; and disabling the train until the crew has accepted the report.2. The method according to claim 1, wherein the information is collectedduring a previous run, and the report is prepared and stored at theconclusion of the previous run.
 3. The method according to claim 1,including requesting release of the train by a previous crew anddisabling the train upon crew release.
 4. The method according to claim1, wherein the report includes one or more the conditions of dynamicbrake efficiency, inoperative dynamic brake systems, train consist, airbrake efficiency, number of reported inoperative air brake systems,propulsion system efficiency, pre-departure analysis of run and resultsof pre-departure test.
 5. The method according to claim 1, includingstoring the identification of the accepting crew with the report.
 6. Themethod according to claim 5, including storing the identification of theprior crew with the report.
 7. The method according to claim 5, whereinthe identification includes the qualification level of the crew; andincluding comparing the qualification level to a required level tooperate the train, and enabling the train if the qualification levelmeets the required level.
 8. The method according to claim 5, whereinthe acceptance and identification is an electronic signature.
 9. Themethod according to claim 1, including determining the location of thetrain and determining and displaying the location of the nearest repairfacility along a present run.
 10. The method according to claim 9,including determining and displaying the location of the next crewchange along the present run.
 11. The method according to claim 1,wherein the information includes time and date of an indication that adynamic brake had failed or that a car brake is cutout or inoperative;and including determining if an unacceptable amount of time has passedsince the indication, and displaying the determination once made. 12.The method according to claim 11, including displaying the determinationas part of the report.
 13. The method according to claim 1, includingdetermining if an unacceptable operating condition for the train exists,as defined by preset standards, and displaying the determination as partof the report.
 14. The method according to claim 13, includingdisplaying the determination once it is determined.
 15. The methodaccording to claim 1, including analyzing the collected information witha topology of a run, determining if the train is safe for operation overthe run and displaying the determination.
 16. The method according toclaim 15, including displaying the determination as part of the report.17. The method according to claim 15, wherein the collectinginformation, analyzing, determining and displaying is performedperiodically during the run.
 18. The method according to claim 15,wherein the analyzing includes determining margins for operatingparameters and displaying the margins.
 19. The method according to claim1, wherein the display includes a representation of the train withindicia of brake status of the locomotive and cars.
 20. The methodaccording to claim 1, determining the location of the train with respectto topology of a run, analyzing the collected information with thetopology of the run, determining if the train will exceed the presetspeed limits ahead in the run based on the present information anddisplaying the determination.
 21. The method according to claim 20,including determining if the train will exceed the preset speed limitsahead in the run based on the present information no matter how muchbraking occurs and displaying the determination.
 22. The methodaccording to claim 1, downloading the reports from the train.